[go: up one dir, main page]

WO2001083277A1 - Procede de regulation de la stabilite de conduite d'un vehicule - Google Patents

Procede de regulation de la stabilite de conduite d'un vehicule Download PDF

Info

Publication number
WO2001083277A1
WO2001083277A1 PCT/EP2001/004743 EP0104743W WO0183277A1 WO 2001083277 A1 WO2001083277 A1 WO 2001083277A1 EP 0104743 W EP0104743 W EP 0104743W WO 0183277 A1 WO0183277 A1 WO 0183277A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
yaw rate
angle
brakes
angle speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2001/004743
Other languages
German (de)
English (en)
Inventor
Volker Bremeier
Holger Schafferus
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE10103629.9A external-priority patent/DE10103629B4/de
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of WO2001083277A1 publication Critical patent/WO2001083277A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/03—Driver counter-steering; Avoidance of conflicts with ESP control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/02—Side slip angle, attitude angle, floating angle, drift angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/30—ESP control system
    • B60T2270/303—Stability control with active acceleration

Definitions

  • the invention relates to a method for regulating the driving stability of a vehicle in which in dependence upon input variables a slip angular velocity is calculated, and this slip angular velocity is taken into account in the calculation of pressures for the individual brakes of the vehicle, so that increased by wheel-specific braking interventions, the driving stability ,
  • driving stability control combines four principles for influencing the driving behavior of a vehicle by means of predeterminable pressures or braking forces in or on individual wheel brakes and by intervening in the engine management of the drive motor. These are brake slip control (ABS), which is intended to prevent individual wheels from locking during braking, traction control (ASR), which prevents the driven wheels from spinning, and electronic braking force distribution (EBV), which determines the ratio of braking forces between the front and rear axle of the vehicle and a yaw moment control (ESP), which ensures stable driving conditions when yawing the vehicle around the vertical axis.
  • ABS brake slip control
  • ASR traction control
  • EBV electronic braking force distribution
  • ESP yaw moment control
  • a vehicle means a motor vehicle with four wheels, which is equipped with a hydraulic, electro-hydraulic or electromechanical brake system.
  • the driver can build up brake pressure using a pedal-operated master cylinder, while the electro-hydraulic and brake systems build up a braking force that is dependent on the sensed driver braking request.
  • a hydraulic brake system Each wheel has a brake, which is assigned an inlet valve and an outlet valve.
  • the wheel brakes are connected to the master cylinder via the inlet valves, while the outlet valves lead to an unpressurized container or low-pressure accumulator.
  • there is an auxiliary pressure source which is able to build up pressure in the wheel brakes regardless of the position of the brake pedal.
  • the inlet and outlet valves can be actuated electromagnetically for pressure control in the wheel brakes.
  • Yaw rate meter a lateral accelerometer and at least one pressure sensor for the brake pressure generated by the brake pedal.
  • the pressure sensor can also be replaced by a pedal travel or pedal force meter if the auxiliary pressure source is arranged in such a way that a brake pressure built up by the driver cannot be distinguished from that of the auxiliary pressure source.
  • the driving behavior of a vehicle is influenced in such a way that the driver can control it better in critical situations.
  • a critical situation here is an unstable driving condition in which, in extreme cases, the vehicle does not follow the driver's instructions.
  • Driving stability control therefore consists in giving the vehicle the vehicle behavior desired by the driver within the physical limits in such situations.
  • the yaw moment control determines a (target or) reference yaw rate which is compared with the actual yaw rate. Due to the deviation of these two values, an additional torque is calculated so that an additional yaw moment is realized by individually controlling the brakes. To determine a corrected additional torque, the measured or derived from the available parameters of the slip angle speed of the vehicle is used.
  • ESP control yaw moment control
  • the invention has for its object to provide a method for controlling the driving stability, which enables a torque size to be determined even in highly dynamic maneuvers.
  • this object is achieved in that a generic method is carried out in such a way that a highly dynamic lane change situation is determined on the basis of the evaluation of variables which reflect the desired and actual driving behavior of the vehicle and a control situation, and that an intervention in depending on the evaluation result the brake is carried out, which leads to a reduction in the float angle.
  • a torque variable is formed on the basis of the slip angle speed at a time when the ESP controller is active and a torque variable may be calculated from the difference between the reference and actual yaw angle variable, but no additional yaw moment is generated in the wheel brakes of the vehicle, since the Direction of the yaw rate difference has already changed.
  • the intervention in the brakes is carried out according to the method according to the invention at a point in time at which a rest band around the change of direction is traversed by a difference variable which is formed from an actual and reference yaw rate or no additional yaw moment is permitted in the wheel brakes from the calculated difference variable at a time when the "yaw rate control" does not intervene in the driving behavior of the vehicle independently of the driver.
  • the method according to the invention determines the driving situation (e.g. highly dynamic lane change), namely whether a reverse or Counter steering situation exists, based on the direction of movement of the following variables
  • Reference yaw rate, steering angle or steering wheel angle and floating angle speed on the rear axle are the same and the direction of movement of the lateral acceleration on the rear axle differs from these values and their amount is greater than one
  • Threshold value S ( a Q ⁇ erHA> S), is a highly dynamic
  • a status quo ante of the yaw rate controller is determined on the basis of a control situation, namely whether with active yaw rate control without. - brake intervention, e.g. when passing through the rest band of the difference between the reference and
  • a torque value is calculated at an early stage from a difference value, which is formed from the float angle speed and a limit value of the float angle speed, which serves to determine the pressures for the brakes, which are only introduced into the brakes when a previous yaw rate control has been carried out Turn in is determined.
  • Show it Figure 1 is a block diagram for describing the controller. to calculate the torque size
  • Figure 2 block diagram for describing a low-pass filter
  • FIG. 4 shows a flow chart with a decision logic within the float angle speed control
  • a measure of the stability of a driving state is the predominant float angle & and its time derivative
  • the slip angle velocity ß is determined from the measured values or from variables calculated on the basis of measured values as follows, based on purely physical considerations:
  • the acceleration vector a is derived from time t as:
  • the acceleration sensor measures the projection of the acceleration vector onto the transverse axis of the vehicle:
  • the float angle velocity ⁇ can now be calculated according to the differential equation above.
  • the measured variable is a que r
  • FIG. 1 describes the ⁇ regulator 10, which is part of the yaw moment regulator.
  • the program uses two input variables to calculate the additional torque M G around the vertical axis of the vehicle, which is necessary in order to maintain stable vehicle behavior, especially when cornering.
  • the calculated torque M G is the basis for the calculations of the pressures to be controlled in the wheel brakes. As input variables are available disposal
  • the value at input 11 is the difference between the measured (actual) yaw rate ⁇ M ⁇ SS and the reference yaw rate ⁇ Re calculated using a known vehicle reference model.
  • the value at the input 11, namely ⁇ D is first fed to a low-pass filter 17.
  • the input variable 20 of the low-pass filter according to FIG. 2 is denoted by u and the output variable 21 by y.
  • the output variable 21 is fed to a register 22 and is available in the next calculation as the previous value y (k-l).
  • the output value 21 for the calculation loop is then calculated using the following formula
  • k p is a linear weighting factor
  • the low-pass filtering just described takes place for the input value 11 and leads to the filtered value 18.
  • the same low-pass filtering 19 in a first-order low-pass filter takes place for the input variable 12, namely for ⁇ .
  • the filtered value 23 is fed to a non-linear filter 24.
  • the purpose of this filter is to set the output value to 0 for small input values and to forward an input value reduced by the limit value for input values that are above a certain limit value.
  • the limitation takes place both in the negative and in the positive range.
  • the limit /? t h can be a fixed quantity implemented in the program, but also quantities that depend on other parameters, for example the coefficient of friction between the tires and the road. In this case, the limit value is calculated separately as a linear function of the coefficient of friction.
  • the two quantities, namely 18 and 23, are weighted in a further step 25 and 26, each with a linear factor.
  • FIG. 3 shows a time course of the signals ⁇ 0 ()) (input 28), ß HA (input 12), ⁇ l ⁇ erHA (input 13), ⁇ (input 14), ⁇ Re (input 15) and ⁇ measurement (input 16) in a highly dynamic load change maneuver, such as a lane change, in a schematic representation.
  • the zero crossing at which there is a change of direction is it 29 and the only schematically shown thresholds for the ⁇ control with 30, 31 and the only schematically shown thresholds for the ß control with 60 and 61 respectively.
  • the rest band 32 delimited by the thresholds 30, 31 around the zero crossing 29 there is no regulation of the additional torque M G on the basis of a yaw angular velocity difference.
  • Exceeding threshold 30 at time Ti until falling below threshold 30 at time T 2 is controlled by calculating torque quantity M G , which is used to determine pressure quantities.
  • the pressure variables generate an additional yaw moment * via the wheel brakes of the vehicle, which leads the measured yaw angle variable to the calculated yaw angle variable. Accordingly, the slip angle speed difference between the determined slip angle speed and the limit value is included in the torque size
  • the regulation can be, for example, an oversteer regulation, in which the vehicle turns faster about the vertical axis than corresponds to a calculated reference yaw rate. In this case, the lateral force on the front front wheel on the outside of the curve must be reduced. This is done by controlling higher slip values on this wheel.
  • the pressure in the wheel is regulated in such a way that a coefficient is determined for the wheel that relates the relationship between the change in pressure and the calculated one represents additional torque M G.
  • Situation detection 33 determines the driving situation “highly dynamic lane change” because, owing to the high dynamics, the
  • the highly dynamic lane change is determined on the basis of the actual yaw rate, reference yaw rate, steering angle or steering wheel angle, slip angle speed and lateral acceleration. This is preferably done by observing conditions.
  • the logic 34 of the situation detection 33 determines whether the Direction of movement (the sign) of the sizes yaw rate,
  • FIG. 3 shows that these observed quantities pass through zero crossing 29 in a time band 50. If the directions of movement of these variables are the same, the logic 34 sets a bit (1) in the output logic 35. In the comparison logic 36 with the inputs 12 and 13, the
  • the slip angle speed ß and the lateral acceleration at the rear wheel a Q ⁇ aRA are compared in accordance with the direction of movement. If the directions of movement are the same, the switch 41 is closed.
  • the ⁇ control is entered by multiplying the filtered (24) output variable in the multiplier 38
  • the slip angle velocity difference is multiplied by 1.
  • the comparison logic sets a bit (1) in the output logic 35 when the lateral acceleration o QuaVA on the rear axle
  • Threshold S exceeds.
  • the torque control or ⁇ D control before the entry into the rest band 29 was active during steering ie a control situation with a first control intervention in the brakes has taken place .
  • This intervention is determined by observing the condition that occurs with a ⁇ H control when entering the resting band 29 is still activated. If a counter is used, the counter is reduced after entry into the idle band 29, ie the ⁇ "control is still activated. On the other hand, if the counter reading is zero, no override control intervention took place before entry into the idle band 29.
  • the logic 37 also starts in the output logic 35
  • the factors k__? are calculated as a linear function of the coefficient of friction according to the relationship k_ß * k_corr. k_corr increases with increasing coefficient of friction, so that the ß early control is not only for high friction values in the range from ⁇ -6 to ⁇ -. , 2, but can also be used with a low coefficient of friction of less than 0.6.
  • an additional torque M G is formed on the addition element 27, which is used as a basis for the further calculation process of the program.
  • an entry dead time e.g. 5 loops
  • a torque based on the Schwi m angular velocity difference calculated at a time T ⁇ at which the rest band 29 around the change of direction from the difference between the difference between the actual and
  • Reference yaw rate is traversed.
  • the torque is used to determine the pressures for the brakes.
  • Output 42 of situation detection 33 sets a bit (0) if the conditions for a ⁇ and ⁇ ⁇ control are not met.
  • the switch 40 is closed.
  • the output value of the filter 24 is multiplied by zero in the multiplication element 38.
  • Diamonds Based on a given situation, diamond 50 determines whether the entry conditions into the ß Early -
  • Regulations are met or not. If one of the entry conditions is a) ⁇ wj , regulation is active b) The quantities ß, ⁇ , ⁇ Re ⁇ MeM differ in sign (the movement direction c) attitude from a ⁇ llette. HA c) the amount of a ⁇ l ⁇ erHA is not greater than a threshold S before, the entry conditions of the ß regulation are determined. If these are fulfilled, a known / ⁇ control takes place. Will this Entry conditions are not met, a stable driving condition is assumed. Switch 40 is closed, there is no regulation.
  • entry threshold is exceeded, it is checked in diamond 53 whether the control deviation lies in a hysteresis band. There is a ß early regulation. If the

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention concerne un procédé permettant la régulation de la stabilité de conduite d'un véhicule. Selon la présente invention, une vitesse angulaire de dérive est déterminée en fonction de grandeur initiales, et cette vitesse angulaire de dérive est prise en compte lors de la détermination des pressions de chacun des freins du véhicule, de sorte qu'une action sur les freins, différente d'une roue à l'autre, permet d'augmenter la stabilité de conduite. L'invention se caractérise en ce qu'une situation de changement de voie à dynamique élevée est détectée grâce à la détermination de grandeurs qui reflètent le comportement de conduite souhaité et réel du véhicule, ainsi qu'une situation de réglage, et en ce qu'une action sur les freins s'effectue en fonction du résultat des grandeurs déterminées, ladite action permettant de réduire l'angle de dérive.
PCT/EP2001/004743 2000-04-28 2001-04-26 Procede de regulation de la stabilite de conduite d'un vehicule Ceased WO2001083277A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE10020892 2000-04-28
DE10020892.4 2000-04-28
DE10060073 2000-12-01
DE10060073.5 2000-12-01
DE10103629.9A DE10103629B4 (de) 2000-04-28 2001-01-27 Verfahren zur Regelung der Fahrstabilität eines Fahrzeugs
DE10103629.9 2001-01-27

Publications (1)

Publication Number Publication Date
WO2001083277A1 true WO2001083277A1 (fr) 2001-11-08

Family

ID=27213831

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2001/004743 Ceased WO2001083277A1 (fr) 2000-04-28 2001-04-26 Procede de regulation de la stabilite de conduite d'un vehicule

Country Status (1)

Country Link
WO (1) WO2001083277A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004323009A (ja) * 2003-04-22 2004-11-18 Continental Ag 走行状態を検出する方法と装置
CN120245925A (zh) * 2025-05-15 2025-07-04 吉林大学 一种考虑稳定性的电液复合制动方法及系统

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4305155A1 (de) * 1993-02-19 1994-08-25 Bosch Gmbh Robert Fahrdynamikregelungssystem
DE19515051A1 (de) * 1994-11-25 1996-05-30 Teves Gmbh Alfred Verfahren zur Bestimmung eines Zusatzgiermoments
EP0733530A2 (fr) * 1995-03-20 1996-09-25 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Système de commande ABS et/ou ASC pour véhicules
US5640324A (en) * 1994-02-02 1997-06-17 Toyota Jidosha Kabushiki Kaisha Dynamic behavior control apparatus of automotive vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4305155A1 (de) * 1993-02-19 1994-08-25 Bosch Gmbh Robert Fahrdynamikregelungssystem
US5640324A (en) * 1994-02-02 1997-06-17 Toyota Jidosha Kabushiki Kaisha Dynamic behavior control apparatus of automotive vehicle
DE19515051A1 (de) * 1994-11-25 1996-05-30 Teves Gmbh Alfred Verfahren zur Bestimmung eines Zusatzgiermoments
EP0733530A2 (fr) * 1995-03-20 1996-09-25 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Système de commande ABS et/ou ASC pour véhicules

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004323009A (ja) * 2003-04-22 2004-11-18 Continental Ag 走行状態を検出する方法と装置
CN120245925A (zh) * 2025-05-15 2025-07-04 吉林大学 一种考虑稳定性的电液复合制动方法及系统

Similar Documents

Publication Publication Date Title
EP1412237B1 (fr) Procede et dispositif pour identifier et eliminer un risque de renversement
EP1334017B1 (fr) Procede pour reguler la stabilite de conduite d'un vehicule
DE19515051B4 (de) Verfahren zur Bestimmung eines Zusatzgiermoments
DE19938935B4 (de) Bremssteuerverfahren
EP1047585B1 (fr) Procede et dispositif destines a stabiliser un vehicule, plus precisement a l'empecher de culbuter
EP1404553B1 (fr) Procede permettant de modifier le systeme de regulation de la stabilite directionnelle d'un vehicule
EP1399344B1 (fr) Procede de regulation de la stabilite directionnelle d'un vehicule
DE19533575B4 (de) System zur Steuerung des Kurvenverhaltens eines Fahrzeugs
EP1758774B1 (fr) Procede et dispositif pour stabiliser un vehicule
DE19958056B4 (de) Fahrstabilitäts-Steuervorrichtung
DE10149190A1 (de) Vorrichtung und Verfahren zur Wankregelung für ein Fahrzeug
DE19627466A1 (de) Drehsteuergerät für ein Kraftfahrzeug, das mit einem Antiblockier-Bremssystem ausgestattet ist
EP1601561A2 (fr) Procede et systeme pour regler la stabilite a la conduite d'un vehicule et utilisation dudit systeme
EP1483129A1 (fr) Dispositif pour fournir des parametres
EP1387787A1 (fr) Procede et systeme pour reguler le comportement routier d'un vehicule
DE19611491A1 (de) System zur Ansteuerung eines Bremssystems
DE19632068B4 (de) Vorrichtung zur Regelung der Fahrstabilität eines Fahrzeugs
DE102011082384A1 (de) Überschlagsverhinderungssteuervorrichtung und Überschlagsverhinderungssteuerverfahren
EP0859712B1 (fr) Procede et dispositif de regulation d'une quantite de mouvement representant le mouvement du vehicule
DE10119907B4 (de) Verfahren zur Regelung der Fahrstabilität
DE19713252A1 (de) Verfahren und Vorrichtung zur Ermittlung einer die Fahrzeuggeschwindigkeit beschreibenden Größe
DE10325486B4 (de) Verfahren zur Regelung der Fahrstabilität
EP1799484B1 (fr) Procede et dispositif pour regler le degre de verrouillage d'un systeme de verrouillage de differentiel a commande electronique
DE10103629B4 (de) Verfahren zur Regelung der Fahrstabilität eines Fahrzeugs
DE102016204512A1 (de) Vorrichtung und Verfahren zur Stabilitätsregelung eines Fahrzeugs bei Verlassen einer Fahrbahn

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): JP US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE TR

121 Ep: the epo has been informed by wipo that ep was designated in this application
DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
122 Ep: pct application non-entry in european phase
NENP Non-entry into the national phase

Ref country code: JP